Embed Size (px)
Citation preview
4 Making the Call
6 DACT Good ...
Thunderstorm Bad!
9 ORM Keeps
Us Safe
10 Subtly Exchanging
Electrons
12 Moving Ammo in the Winter
14 Weapons Safety
Volume 11 Issue 1 0, ACC SP 91-1 G ENERAL H AL M. H oRNBURG, CoMMANDER
C OLONEL K EVIN W. S MITH , CHIEF OF S AFETY
4
12
www2.acc.af.mil/combat-edge/
22 Don't Be Stupid!
27 Hit by a
Tractor Trailer
Departments
28 But I Only Had
a Couple
Monthly Awards- 18, Fleagle- 291 The ACC Lost Squadron- 30, Safety Stats- 31
MAJ REBECCA COLAW
ExECUTIVE EDITOR
Ms. BARBARA TAYLOR
AssociATE EDITOR
SSGT NEIL ARMSTRONG
DESIGN & LAYOUT
The Combat Edge (ISSN 1063-8970) is published monthly by Air Combat Command , HQ ACC / SEM , 175 Sweeney Blvd , Langley AFB VA 23665-2700 . Send address changes to the same address .
DISTRIBUTION: F. OPR : HQ ACC/ SEM . Distr i bution is based on a ratio of one copy per 10 persons assigned . Air Force units should contact The Combat Edge staff to es tablish or change requirements .
ANNUAL SUBSCRIPTIONS: Available to non-DoD readers for $51 .00 ($71 .40 outside the U.S.) from the Superintendent of Documents , PO Box 371954 , Pittsburgh PA 15250-7954. All subscription service correspondence should be directed to the Superintendent , not HQ ACC/ SEM .
CONTRIBUTIONS: Please send articles with name , rank , DSN phone number, e-mail and complete mailing address and comments to:
Executive Ed i tor , The Combat Edge HQ ACC / SEM 175 Sweeney Blvd Langley AFB VA 23665-2700
Telephone : (757) 764-8868 DSN 574-8868 FAX : (757) 764 -8975 e-mail : rebecca .colaw@ langley .af .mil
The editors reserve the right to edit all manuscripts for readability and good taste .
DISCLAIMER: This magazine i s an authorized publication for members of the DoD . Contents of The Combat Edge are not necessarily the official views of, or endorsed by, the U.S. Government, the DoD , or the United States Air Force . Information contained in any article may not be construed as incriminating under Article 31 , UCMJ .
Denotes images d igitally manipulated .
THE COMBAT EDGE's lead-off article this month is a special message from COMACC reminding us that it's each aviator's responsibility to "make the call" if ever in doubt that they are not in total control of their flight. These are certainly words to live by.
This edition also focuses on all weather operations. March is a month when we need to stay alert for the lingering and sometimes unpredictable affects of winter. Weather is not just something to react to, but is part of the aerospace environment that we have to plan for and safely handle every day. It requires attention to developing weather patterns and smart decisions on the ground and in the air. Unfortunately, this year ACC already has experienced a number of aircraft lightning strikes and a considerable amount of facility damage due to adverse weather.
Fortunately, we have a number of good articles this month to learn from. Major DeStasio's and Major Williams' articles provide excellent accounts of "There I Was" experiences with thunderstorms. SSgt Roughton reminds us how we can use ORM to help safely accomplish the mission during cold weather. TSgt Koch describes how cold temperatures can complicate munitions handling. Each article has lessons learned we can all take to heart. Safely conducting operations in all kinds of weather requires planning, training, constant risk management assessments, and being ready for the unexpected. Don't let the lingering affects of winter or unexpected weather catch you by surprise.
Colonel Kevin W. Smith A CC Chief of Safety
March 2003 Th e Combat Edge 3
4
By General Hal M. Hornburg , ACC Commander
We haven't had a Combat Air Force (CAF) aircraft combat loss since Operation ALLIED FORCE . Similarly, we have had only one CAF flight related combat fatality since Operation DESERT STORM. In the same time period we have lost 274 CAF aircraft in training and suffered 119 fatalities.
While it will always be essential to train realistically, we must continue to do everything we can to keep our warriors alive and our aircraft intact. Combat aviation training is both challenging and dangerous, so we can expect, but should never accept, training losses.
What kind of in-flight performance mistakes have we seen recently across ACC? The following are just a few that highlight breakdowns in the fundamentals :
• Wingman executing an aggressive 150-degree slice back at night and impacting the ground
• Wingmen losing sight of their lead and colliding
• Flight leaders not monitoring their wingman and colliding
• Wingman failing to over shoot properly on a rejoin , losing control of the aircraft, and ejecting
• Instructor pilot executing a defensive turn into the ground
So how do we reduce losses such as these?
Consider the USAF Weapons School , the most demanding training we have in the CAF- four losses for the same timeframe as above. Why? My take. is that it is the combination of a building block approach , "no-quarter" for in-flight deviations, strong flight leadership , and no slack regardless of rank or position in the debrief. Weapons Instructor Course (WIC) instructors stay ahead of the jet and flight. When in-flight performance warrants , they do not hesitate to make a termination call . Their "calls" might be viewed as conservative , but are based on aggressive in-f light leadership and achievement of specific training objectives.
Sometimes the termination call is made by the student, when their cranium is not in the game. Sometimes the call is made by the instructor/flight lead, but it is all about leadership and control. These calls save combat pilots' lives and aircraft. Clearly, the realistic combat training environment of the WIC also brings a safety record that confirms the pay-off of per-
The Combat Edge March 2003
sistent and aggressive emphasis on staying ahead of the jet and the flight.
Do this: If there is any doubt about whether or not you are under total control in your cockpit and in your flight , "make the call" for yourself, your crew, or the flight. The call may be a KnockIt-Off (KIO) ; it may be directive deconfliction vectors and altitudes; it may be Instructor Pi lot (IP) direction to go to the alternate mission ; and it can certainly be a terminate for yourself. Flight leads and IPs can always bring the flight home and make an instrument approach and landing if the flight is not up to the in-flight tasks of the briefed mission.
We count on each and every pilot and crewmember to be ahead of the flight for the day and terminate the mission when you are not 1 00% on top of your game. Let's not do an enemy pilot's job for him. Be a leader, be prepared, be ahead of every flight task, and don't hesitate to make the right "call ." ..,.
If there Is any doubt about whether or not you are In total control, "make the call" tor yourself, your crew, or the flight.
DACT Goodnderstorm
aMaj Robert DeStasio, Langley AFB, Va.
The mission was a 2 v 2Dissimilar Air Combat Training(DACT) mission with LangleyF-15s against two F-14s fromOceana Naval Air Station...
6 The Combat dge March 2003
8
he weather was clear and a million with the possibility of area thunderstorms. The fights went great! We had three engagements and managed to target all of the Tomcats without losing
an Eagle . Now it was time to go home.
After rejoining with my flight lead and as we turned back to the west, I noticed a huge thunderstorm directly in our flight path . My flight lead's experience immediate ly showed as he asked Norfolk Approach if they saw any rain showers in our flight path . Norfolk Approach responded "No." Comfortable with that answer, my flight lead sent me to a 2 nautical mile radar trail for the rest of the recovery.
(my own added step) . No rain? I thought as we entered the towering clouds .
At first there was only a little light turbulence- you know- the kind that may make you spill your martini on a jetliner. I calmed down and thought to myself "This isn 't all that bad."Then it hit . Okay, now I would definitely be spi lling my martini . The turbulence was bad, but nothing like the sound of the rain hitting my windscreen . It was so loud I could hardly hear the radios , which was good because all they were doing was crackling from the cloud-to-cloud lightning. I thought to myself, "self, just re-
good engine I had left. It looked good so far - but the sound of the rain was increasing! I began to run the checklist for a Jet Fuel Starter (JFS) assisted restart , as well as , the pre-ejection checklist. The JFS started despite the heavy rain and I engaged it to the engine. Then , as quick as it started , the rain stopped. I brought the throttle to midrange and the engine started normal ly.
My flight lead was calling for a transition to initial when I passed him the good news that "I wasn 't going to have to eject today, " and I quickly transitioned to the Instrument Landing Sys
tem for an uneventful full stop .
As we got closer to the towering cumulonimbus with its distinct anvil resulting from the solar winds (because I'm sure the tops of these clouds were not in our atmosphere) , I began to get a little nervous. However, I had the comfort of knowing my flight
My thoughts went back to those DASH 1 pages ... the ones about thunderstorm
penetration , and began to run the checklist.
We had a lot to talk about in the debrief! The lessons I learned that day are obvious and nothing that I hadn 't heard before . No peacetime mission requires us to fly into thunderstorms. The flight lead thought he could solicit the help of Radar Approach Control and he trusted the answer - even though we were definitely flying into a thunderstorm .
lead had been flying Eagles for quite some time and he would never steer me wrong . One last call to Norfolk Approach , "Norfolk, do you see any rain ahead of us?" to which they responded "No. "
My thoughts went back to those DASH 1 pages I thought I wou ld never need . You know, the ones about thunderstorm penet ration , and began to run the check list. I lowered my seat , turned up the cockpit lighting and tried not to touch anything metal
main calm and we 'll be through this in a few seconds."
Then came the audible pop, bang, or thump as described in the DASH 1. I looked at the engine instruments and saw that my right engine had stagnated from all the rain. I chopped the throttle to idle , but no hope, the engine did not recover and I had to shut it down. "Single engine at 2,000 feet above the water and 240 kts in a thunderstorm .. . priceless." Now my attention turned to the one
The Combat Edge March 2003
Bottom line , we should have saved enough gas for the ride home and a little extra based on the forecast. Better fuel planning would have allowed us to divert around the thunderstorm or divert all together. Even with my and many other examples, I continue to read of pilots taking on thunderstorms and loosing . Thunderstorm guidance is very clear and unlike the view out of my cockpit on that rainy day, there is no gray area . ...
By SSgt Randy Roughton , Grand Forks AFB, N.D.
Keeps Us Safe eeth chatter , hands shake, evenbonesache
through cold-weather gloves.
While almost all North Dakota wildlife is in hiding,
and most people here are sheltered indoors from the sub-zero temperatures and brutal 40 mph winds, 319th Aircraft Maintenance Squadron workers are fighting the elements while doing their job on the flightline .
"Cold weather is a totally different game," said TSgt Brian
work is accomplished only after assessing risk and mission priorities, and any work is then performed under direct supervision. All outdoor work is suspended when the temperature drops below minus 48.
~~~;~~;,:::v:~37~:~~o~~~ t-t~~~;;f}i~'~-): '~:~" _ - - -- - ""../ ~ ~. " ..... -.... _..,. .::.~A..~ ~ ....... - ..
quadruples, but it 's the wind that ] ~:~_5..:- : ~- 0~ • - •• < Cll __, ..... ~~
kills you ." ~ -"""'...,.~~ · -Maintainers at Grand Forks ~ ~' · -
are outstanding examples of how ~ to use Operational Risk Manage- ~ ment in conducting operations ~ :' safely. In extreme cold , airmen ! ·· _ ..... in the 319th Maintenance Group ~ __ .;._ -. have always used a buddy sys- ~;;:. .~ tem for working on the flightline. People check their buddies frequently for signs of cold injuries and work in unheated areas cannot exceed 1 minute. They also use workrest cycles at a recommended rate of a 1 0-minute break each hour, with more frequent breaks as the temperature decreases.
The squadron 's focus on "back to basics" in aircraft maintenance especially emphasizes coldweather hazards during wintertime, said Lt Col James Howe, 319 AMXS commander.
"We stress the usage of proper full protection hardware that's avail-
able for de-icing operations and walking on the wings," Howe said.
Although winter conditions give the maintenance crews considerably more work and worries , planning often helps limit the exposure to the cold , Greene said . Still , there will be times when there is no avoiding the worst Mother Nature has to offer.
"When (on a cold day) we know an airplane won't leave until4 p.m., the first thing I do is call the aerospace ground equipment shop for a heater, so we can work with the weather not even being a factor," Greene said . "But when the aircrew is already on the plane ready to launch , we have to get working immediately ... ! have someone call to get a heater as soon as possible."
"It's like an icebox when we first get here," said crew chief Airman 1st Class Jonathan Mullins. The squadron's high temporary-duty rate has made coping with weather conditions even more difficult.
"You come back from Turkey, where it's 85 degrees ... to here, where it's totally different ," Greene said. "Then , you go to Base Y. So the weather operations change back and forth . It 's much easier when you ' re here as the weather gradually changes. Going from here to the desert is a big factor."
All of these operational requirements make ORM in their daily operations critical. Considering basic flightline tasks in cold
temperatures and high winds can be extremely hazardous if you don 't weigh the benefits vs . the risks involved . However, for these airmen , by using the six step ORM process. They accomplish their mission , quickly, effectively, and safely. ~
When the wind chills reach below minus 34, all lower priority outdoor work stops. Outdoor
... by using the six step ORM process. We accomplish our mission, quickly, effectively, and safely.
March 2003 The Combat Edge 9
t was supposed to be an un-eventful pilot training sortie inthe comfortable T-1A. "Com-fortable" would have to wait forthe La-Z-Boy recliner and
wide-screen TV at home.The mission started from Co-
lumbus Air Force Base, Miss., asa 3-hour formation flight to Chat-tanooga, Tenn., and then a 2-hourcopilot ride home for the student.The copilot return leg included adrop-in to Warner Robins, Ga.
On the second sortie, the planstarted falling apart as the auto-mated terminal information sys-tem at Robins AFB, Ga., reported,"Thunderstorms within 10 milesand the potential for wind shearand hail."
They may as well have hung a"closed for business" sign out asfar as we were concerned.
We elected to skip the ap-proaches there and go on to Co-lumbus. We climbed to flight level260 and asked Atlanta Center forsome routing changes to avoid theobvious weather on our radar.Then we'd be home free ... or sowe thought.
The radar painted nothing re-markable. But suddenly we werein a ping-pong ball -a flash oflight slightly off the nose, a muffledbang, a slight buffet ... and ascream from the student copilot.
It took a second or two to soakin what had happened. if wehadn't been struck by lightning, ithad been pretty close.
We checked the aircraft sys-tems. Everything appeared towork perfectly. I checked the jumpseat student off to look out the rearwindows to check the outside ofthe airplane for signs of a strike.
He couldn't see anything. Whilewe referenced our DASH 1 (theaircraft's owner manual) for guid-ance, I began to wonder if it wasn'tjust a close call.
I called our operations desk toget approval to land early, as flightdurations are very specific in pilottraining. Ops approved the re-quest, with the recommendation todeclare an in-flight emergency withapproach control to have the firecrews respond.
The DASH 1 provided little helpother than to say be careful ofgrounding the aircraft after a pos-sible strike as residual electronsmay have stowed away on the air-craft.
We continued to check the air-craft systems repeatedly for the20-minute flight to Columbus, andwe reviewed the emergencyground egress procedures in casethe fire crews wanted us to get outof the jet.
We recovered into Columbusuneventfully. The fire crews foundno signs of a lightning strike andcleared us to park.
I really felt stupid having allthese people respond to the air-craft and getting the squadron in-volved in this non-event. However,when we parked, got out of the air-
aircraft skin. Additionally, the el-evator horn had been delami-nated. Discussion ensued as towhether we had been struck bylightning, or was it just a badcase of static discharge? I don'tthink we'll ever know. But I doknow there was a significant ex-change of electrons one way oranother between my jet and theclouds.
The lesson for our crew wasthat the lightning event in this caseproved subtle. With all the aircraftinsulation, the sound wasn't sig-nificant (though the copilot'sscream was). The systemsworked perfectly, and there wereno large smoking holes obviousto us. Nevertheless, we sustaineda pretty severe jolt that did someminor structural damage to one ofthe flight controls.
With all the flying out there inthe real world, it's tough for pi-lots to make that call whether tocontinue a mission or not. Butthis event reinforced with me themarching orders we receive asflyers in Air Education and Train-ing Command: There isn't a flightwe can't do tomorrow. So ifsomething doesn't seem right,bring it home. We'll try it againtomorrow.
\''c ( :OI Ili! Ric d 10 ol lec, 11 1e
iiic c), p, ion (T, piocraft and started looking aroundthe jet a little closer, it turned intoan "Easter egg hunt."
Maintenance eventually found14 burn marks. It looked like acigar had been pressed onto the
Major Williams is a T-1 instruc-tor pilot with the 48th Flying Train-ing Squadron at Columbus AirForce Base, Miss. ReprintedCourtesy of Torch, November2002.
By Maj Joe Williams, Columbus AFB, Miss.
(07tol n. ropoatedly \'!O iovievvcd l 1C
duros (;t).;c \Ivo itld io got Out oi YIio lot quickly.
March 2003 The Combat Edge 11
Moving Ammo
12
in the I
1n er By TSgt Jeremy J. Koch , Keflavik NAS, Iceland
his is a munitions tale from the great white North. It involves an inherently safe munition , but
has the potential to affect any unit moving ammo in
freezing weather. The place is Keflavik Naval Air
Station , Iceland. While the scope of the Air Force's mission in Iceland has changed in the last 15 years , the basic job for Munitions Systems troops remain s the same. Among other duties, ammo personnel supply explosives to the two Air Force airframes operated out of Iceland: F-15C fighters and HH-60 helicopters. The F-15s are used to interdict potentially hostile aircraft encroaching on Icelandic airspace. Pararescue folks use the helicopters to rescue both downed aircrew and foundering sailors. In addition , pararescue personnel also need to fire a large amount of ammunition from their helo-mounted GAU-2/B mini-guns to maintain proficiency for hostile
engage ments . They fly at all hours, throughout the year. That means ammo tro·ops have to deliver serviceable ammunition , on time, even during winter.
It was during one of these routine , but cold deliveries that things did not go quite as planned. The weekly ammunition resupply was ramping up for the delivery. The primary explosives route had been cleared of most of the previous night's snow. The vehicles had been checked out and were operational with all the necessary safety gear. The technical data had been consulted and the crew book filled out for a delivery of 15,000 rounds of 7.62 mm ammunition in M548 containers. Because of our location just south of the Arctic Circle, the day was short and the sun had not yet made its appearance.
Since this delivery did not involve a full pallet load of ammo, the cans were loaded on the Munitions Flight 's 1.5-ton f latbed truck . Tie-down straps were run
Moving ammo in the cold 0 0 0 can make a safe operation more challenging
The Combat Edge March 2003
over the cans and the excess strapping was used to put an extra turn in the tie-down ratchet . The driver was assured of the load 's security when he completed a final walk-around.
But then , on the way to see the Jolly Greens, it happened .. . While negotiating a turn , the driver was suddenly relieved of his load -the entire payload was strewn across the frozen earth. Fortunately, the ammo was in Special Packaging Instruction configuration so the entire load remained sealed within the shipping containers.
What happened? The ultimate cause was icing -the kind of ice that magically appears on every horizontal surface during a snowstorm . You wouldn 't think twice about scraping the ice off your windshield , but would you consider doing the same to your truck 's bed?
It's important because of what happens to ice when you place stuff on it . Did you know that the
melting temperature of most molecules decreases in relation to increasing pressure? Well , the opposite is true for water-ice . The melting point rises when pressure increases. This is why glaciers move and what makes ice-skating possible. The skater, with the help of gravity, puts considerable pressure on the ice while standing on the skates. This causes the ice to melt a bit at the point of contact. This , in turn , provides a wonderful lubricant of water on which the skater's blades ride.
This same phenomenon occurs with big, bulky ammo cans. The effect is a little different due to the construction of the container bottoms;
but at 120 pounds per can , the pressure is enough to cause liquefaction of the ice.
So what can others do to ensure such an incident does not recur? The most obvious action is to remove ice from the equipment load bearing surfaces prior to loading (this includes forklift tines) . Dealing with a wood truck bed? Well , attempting to remove all the ice from such a surface can prove to be an impossible task so there are other things that can be done to mitigate the problem. One near perfect solution is to use a minimum of three tie-down straps: one routed over the row of cans and the other two routed
through the can handles, both before and behind each row. Since many munitions containers are not equipped with handles or other items allowing that type of tie-down configuration , a third option is to use a truck with a stake bed or pickup style bed .
Why weren't any of these options used that day? Because no one recognized the hazard potential before the incident occurred (at least no one made an issue of it). We hope by sharing this experience, we have done our best to shorten the learning curve of others who are working or will be working in icy climates. Shouldn't your unit be as prepared as possible? ....
March 2003 The Combat Ed ge 13
14
ow many newspaper articles or news stories have we all seen about non-intended firearm-related deaths or injuries? As I reflected on these, I realized all of them could have been prevented if only safety rules and common sense had been used. For Air Force personnel , safety guidelines
can be found in Air Force Instruction 31-207, Arming and Use of Force, and Air Force Manual31-229, USAF Weapons Handling Manual. Following are a few tips to help with the common sense that's needed.
First and foremost , treat all weapons as if they are loaded ... at all times! Everyone should always assume every firearm is loaded, whether stored in the armory or being used in a training environment, at work, or at home. You must pay attention to what you are doing when handling a gun . There are a lot of elements involved in always treating a weapon as if it were loaded.
For example, always keep a weapon pointed in a safe direction . If you do it all the time, it becomes a habit and will become the only way you know to handle a weapon. I have often heard people say we should only point our weapons at things we intend to shoot, but what happens if you are in a classroom training environment? While no one intends to shoot the walls or ceiling , we usually point our guns at these "targets" instead of other people in the classroom. We must look at each situation and point our weapons at whatever will cause the least amount of damage. It is much easier to explain a hole in a clearing barrel than in another person - although neither is acceptable!
Get to know a weapon before you ever touch it! Just because you might be an expert on one weapon does not mean you are an expert on all weapons . Learn the characteristics, capabilities, limitations, and safety features of each weapon you handle. Each weapon has different operational factors. A BB gun can cause serious injury if not handled properly!
If your weapon is not actually loaded for duty or hunting, then you should constantly "clear' ' it. Clearing means nothing more than checking the safety
The Combat Edge March 2003
and ensuring no ammunition is present. I personally believe failure to do this is one of the biggest causes of incidents. Think about it, if you know your firearm is not loaded and you keep it pointed in a safe direction , how can it be used to injure others? But you hear it all the time: "I thought it was unloaded." Bottom line: unloaded weapons cannot be fired!!
Never place your sights on anything or your finger on the trigger unless you are abso
lutely positive you are going to shoot. It is way too easy to do either of these
and then get startled . Just don't put yourself in that predicament.
Be aware of what others around you are doing! While you could be doing everything exactly as you are supposed to, all it takes is another person doing something wrong and you could pay the ulti
mate price. If people around you are loading weapons for duty, don't turn
your back on them . Be vigilant and immediately correct anyone that is not follow
ing sound safety practices. If you don't say anything, you are contributing to the problem.
A combination of not knowing how to properly use the equipment, not properly caring for the equipment,
By SSgt Anthony S. Boler, Kefl av ik NAS , Iceland
and not constantly paying attention while handling the equipment can have disastrous results. For example, an M16 rifle was destroyed when an individual fired a round with a cleaning rod in the barrel ; a rifle exploded when it was fired after an individual placed the muzzle into some rocks and blocked the barrel (sand and water can have the same effect); and live rounds were "accidentally" mixed with blanks during training . Each and every one of these incidents could have been prevented.
It is everyone 's responsibility to ensure sound weapons safety procedures are followed . I firmly believe you can avoid all firearm incidents by following safety procedures , using common sense , and by paying attention to everything around you . ....
March 2003 The Combat Edge 15
B-1's are no longer
assigned to Mountain
Home AFB. They are
assigned to Dyess AFB,
and Ellsworth AFB.
Primary Function: Long-range, multi-role, heavy bomber Builder: Boeing, North America Operations AirFrame and Integration: Offensive avionics, Boeing Military Airplane; defensive avionics, AIL Division Powerplant: Four General Electric F-101-GE-102 turbofan engine with afterburner Thrust: 30,000-plus pounds withafterburner, per engine Length: 146 feet Wingspan: 137 feet (41.8 meters) extended forward, 79 feetswept aft Height: 34 feet Weight: Empty, approximately 190,000 pounds Maximum Takeoff Weight:477,000 pounds Speed: 900-plus mph Range: Intercontinental, unrefueled Ceiling: More than 30,000feet Crew: Four (aircraft commander, copilot, offensive systems officer and defensive systems officer)
Armament: Three internal weapons bays can accommodate up to 84 Mk-82 general purpose bombs or Mk-62naval mines, 30 CBU-87/89 cluster munitions or CBU-97 Sensor Fused Weapons and up to 24 GBU-31 JDAMGPS guided bombs or Mk-84 general purpose bombs Date Deployed: June 1985 Unit Cost: $283.1million (fiscal 98 constant dollars) Inventory: Active force, 72; ANG, 18; Reserve, 0
on y A war "innersPilot Safety
Award of Distinction
Capt Schluter was flying an F-16C as #1 of a 2-shipBasic Surface Attack (BSA) sortie in the North
UTTR. While orbiting over a target area at 11,000 feetMSL and 300 KIAS, Capt Schluter felt a thud followedby a persistent vibration. Recognizing a potentially se-rious engine malfunction, he pointed towards WendoverAirport, the nearest divert field. Capt Schluter testedthe throttle response and found the engine indicationsto be normal at all power settings, but the vibrationsworsened as the throttle approached idle. The only otherindication was an "ENG 020" fault on the aircraft's main-tenance fault list. Noting the severity of the engine vi-brations, Capt Schluter immediately began to climb toreach a 1-to-1 glide ratio to Wendover Airport. Oncethe glide ratio was achieved, he set up for a SimulatedFlameout (SFO) approach to the 8,000 foot runway.Capt Schluter recognized that landing speed and dis-
tance would be critical, given his relatively heavy grossweight, along with the runway length and lack of arrest-ment capability at Wendover. Overcoming these poten-tial problems, Capt Schluter flewa flawless SFO and successfullystopped the aircraft on the run-way. Post-flight maintenance re-vealed that a mechanical failurehad produced significant dam-age to the turbine section of theengine. Had it not been for CaptSchluter's quick diagnosis andskillful performance, it is likelythat this damage would have ledto catastrophic failure of the en-gine. Capt Schluter's flawlessanalysis under pressure, timelydecision making, and superiorflying skill ultimately preventedthe loss of a $28 million combatasset and potential loss of life.
Capt Karl Schluter4th Fighter Squadron388th Fighter WingHill AFB, Utah
Flightline SafetyAward of Distinction
On Oct. 16, 2002, at approximately 1500, SrA Carter,an assistant dedicated crew chief, was dispatched to
change a Constant Speed Drive (CSD) filter on an F-16aircraft. Upon opening the CSD panel, he noticed a nutand washer fall to the ground. He looked around the paneland did not recognize the items as being part of his sys-tems. He suspected the hardware belonged to the engineand notified the specialist expediter who directed an en-gine specialist to inspect the aircraft. SrA Shuman, an aero-space propulsion journeyman, looked at the nut andwasher, and recognized them as being part of the engine'sOil Pressure Transmitter (OPT). He confirmed his sus-picion by comparing the nut and washer with a pulledengine. Returning to the aircraft, he conducted a morein-depth inspection and noticed a bracket bolt was miss-ing. Unable to find the bolt, he notified SrA Carter andthe specialist expediter. SrA Carter asked five of hiscrew chief peers to assist in removing the right ventralfin panel (4302), the engine exhaust nozzle fairing(4409), and the "bath tub" panel (4305). Upon removalof panel 4305, they found the missing OPT bolt lying inthe panel and a screw bag with one 4305 panel boltsecured to the inside of the 4305 panel. They sus-pected three more bolts for panel 4305 were still miss-
18 The Combat Edge March 2003
ing. They engaged in an intensive search of the enginebay area. This search led to the discovery of the threeadditional bolts from panel 4305. What they discoveredwas the aircraft had recently been in Phase where the OPTbolt, nut, and washer were not installed correctly. Panel4305 was incorrectly installed with the screw bag contain-ing the four panel bolts attached to the inside of the panel.When the aircraft flew it caused the various pieces of hard-ware to dislodge and travel around the engine bay. SrACarter and Shuman demonstrated outstanding profession-alism, initiative, and the essence of the Air Force core val-ues by investigatingeach anomaly andtaking appropriatefollow-on actions.Safety-orientedteamwork, coupledwith a keen senseof attention to de-tail, prevented seri-ous damage to theengine and enginebay components,and possible loss ofa $28 million com-bat aircraft and air-crew member.
SrA Jared L. Carter and Neil J. Shuman388th Aircraft Maintenance Squadron
388th Fighter WingHill AFB, Utah
Ground SafetyAward of Distinction
While performing routine inspections, SSgtSeverson discovered that the removal of asbes-
tos brakes on 102 munitions handling trailers had notbeen properly documented. This caused a completework stoppage. His expedient coordination with Bioen-vironmental resulted in a negative finding, thus ensur-ing workers were not exposed to hazardous materials.He single-handedly performed a one-time inspection todetermine if the hubs on 102 trailers were tightened tospecifications and found 204 hubs were loose. He re-tightened all hubs in accordance with technical orderinstructions. His attention to detail averted the possi-bility of hubs coming off of the trailers and potentiallycausing an explosive mishap. SSgt Severson also dis-covered a bolt during a quality assurance inspectionand received the local Golden Bolt Award. Additionally,he provided outstanding support during the FY02 Envi-ronmental Compliance Inspection by identifying out-dated material safety data sheets. He researched andobtained current documentation providing workers withthe most accurate guidance ensuring individual safety.He inspected, requisitioned, and replaced over 50MMHE tires ensuring 100 percent reliability of assets.He expertly performed 100 percent time compliancetechnical order verification inspections on 42 trailers,
where he discovered 27 trailers with incom-plete pintle hook welds. He coordinated withnon-destructive inspection laboratory andstructural maintenance to have the pintlehooks sanded, inspected, and re-welded, avoid-ing potential break of welds causing catastrophic dam-age to equipment and munitions assets. He noticed thateye wash stations in his shop did not have signs postedper AFOSH STD 91-32. He procured and installed therequired visual aids guaranteeing his workplace met allapplicable standards. SSgt Severson's attention to de-tail and unwillingness to accept secondary standards istruly noteworthy.
SSgt Nicholas C. Severson23rd Maintenance Squadron
23rd Fighter GroupPope AFB, N.C.
Weapons SafetyAward of Distinction
0 n Nov.19, 2002, while performing his walk-throughin preparation of the day's activities in the Muni-
tions Inspection bay, TSgt Morrell smelled what hethought to be an odor normally associated with naturalgas. Without hesitation, he rushed into the mechani-cal room and shut off the main gas line to the building.Next, he quickly notified Munitions Control and expe-dited the evacuation of the Munitions Storage Area. Heposted road guards around the building to direct evacu-ating personnel away from the suspected gas leak. Assoon as the area was evacuated of all nonessentialpersonnel and visitors, TSgt Morrell stood by at the entrycontrol point to direct emergency response forces tothe exact location of the potential hazardous site. Oncethe emergency response forces confirmed that there
was a natural gas leak, emer-gency forces took over thecordon and contacted theBase Civil Engineers to ini-tiate an emergency work or-der to repair the leaking gasline. TSgt Morrell's quickthinking, knowledge of emer-gency procedures, and deftactions prevented damage toa building and eliminated thepotential for an explosivemishap. His daily safetyawareness and strict adher-ence to Air Force directivesclearly averted the potentialloss of human life, equip-ment, and critical wing mu-nitions assets.
TSgt Thomas E. Morrell33rd Maintenance Squadron
33rd Fighter WingEglin AFB, Fla.
March 2003 The Combat Edge
on hly and Quarterly Award WinnersCrew Chief Safety
Award of Distinction
0 n Oct. 11, 2002, at approximately 2:30 p.m., the34 AMU was launching their aircraft in support of
a local exercise. All but four aircraft had taxied out oftheir parking spots when the tower gave permissionfor the last aircraft to proceed to the end of runway. Asthe last aircraft began to taxi, when the F-16 pilotthrottled up his engine, fuel began gushing from theleft wing fuel vent. Amn Hicks was watching the air-craft leave the parking ramp and noticed the fuelstreaming from the left wing. Realizing the serious-ness of the situation, he immediately ran to a positionthat allowed him to get the pilot's attention. He sig-naled the pilot to perform emergency shutdown proce-dures and to egress the cockpit. Positioned acrossthe ramp from Amn Hicks was A1C John Koci. A1CKoci was also watching the aircraft taxi out and whenthe F-16 pilot throttled up, he too noticed fuel pouringfrom the left wing. He immediately took action as well
and ran for the closest aircraft boarding ladder. Uponengine shutdown he assisted the aircrew member out ofthe aircraft and all three personnel safely evacuated thearea. The prompt actions of Amn Hicks and Koci pre-vented the potential loss of an irreplaceable asset.
Amn Anthony B. Hicks, Al C John D. Koci388th Aircraft Maintenance Squadron
388th Fighter WingHill AFB, Utah
Aircrew SafetyAward of Distinction
0 n Dec. 9, 2002, the crew of an RQ-1B PredatorUAV, departed for a 17-hour combat mission over
Afghanistan in support of Operation ENDURING FREE-DOM. Twelve hours into the mission, the pilot noticeda substantial decrease in oil quantity during a routinesystem check. The UAV was more than 200 miles,nearly 2 1/2 hours of flight time, from the home airfield.The pilot coordinated with AWACS to terminate the mis-sion. Maintenance personnel advised the crew theycould expect 20 minutes of usable flight time after theoil was completely depleted. The crew developed acourse of action that addressed an engine-out landingand a possible forced landing. The sensor operatorused the UAV's infrared camera to locate two potentiallanding sites. One hour away from the home air base,the engine's oil system was finally depleted. The crewdetermined they could increase the engine life beyondthe 20 minutes estimated by tech order data by mini-mizing throttle commands to the engine, thus stoppingany engine RPM changes. The UAV's engine finallyfailed after flying an additional hour beyond the pointof zero oil pressure. The crew accomplished the ap-
20 The Combat Edge March 2003
plicable tech order BOLDFACE procedure and estab-lished aircraft parameters for a flameout or "dead stick"landing when the aircraft was in a position 40 miles northof the home airfield. All non-essential systems wereshut down, leaving them only the landing gear, nosecamera, and flight control systems. The crew was con-cerned with the available battery life and the very realpossibility that the aircraft would run out of backuppower before reaching the airfield, then stall and falluncontrollably to the ground. The pilot flew a flawlessflameout patternand landed theaircraft on thecenterline of therunway. The air-craft lost all elec-trical power justafter the aircraftcame to a com-plete stop. Anadditional oneminute delay inthe descent andlanding wouldhave caused aloss of the $3.5million aircraft.
Capts Lance R. Meredith and James R. GumpSrA Marco A. Lerma, Al C Joshua S. Sjoholm1 1 th Expeditionary Reconnaissance Squadron
ACC Safety is Proud of All Award Nominees
Capt Eric R. Lapine, B-2A PilotCapt Jennifer Wilson, B-2A Pilot393rd Bomb Squadron509th Bomb WingWhiteman AFB, Mo.
SSgt Andrew B. Hayes, Egress TechnicianSrA Peter Waldorf, Egress Technician148th Fighter WingDuluth, Minn.
ACC SAFETY AWARDS PROGRAM
The ACC Safety Awards program recognizes deserving individuals and units for their efforts inmishap prevention. In addition, the award write-ups provide valuable lessons learned for our readers(telling who, what, when, where, why, and how things turned out). This shared information could alsosave another from a similar situation or mishap. However, we've had a lot of ACC award categorieswith no or only one nominee. We also had some categories go without a deserving nominee. Youcan't win if you don't submit. This is your program-take advantage of this opportunity for deservingindividuals and units to win MAJCOM-level awards/recognition.
Monthly awards are due on the 1st of each month. Nominations for monthly awards are for events thatoccurred within 60 days of the due date. Each NAF/DRU, HQ AFRO, and NGB may only submit onenomination per category.
Nominations must be prepared IAW with subject message (HQ ACC/SE, 13 May 02) and forwardedthrough the unit/wing commanders to their respective NAF/DRU/NGB/AFRC safety offices, to process priorto forwarding to HQ ACC/SEM. To win an ACC or USAF safety award, a nominee must win at wing level,then NAF level, then ACC level. A nominee must win at each of these lower levels to be forwarded by ACCfor an Air Force-level award. All awards will be submitted electronically. Monthly and Quarterly awards willbe submitted using the latest version of AF Form 1206 or the ACC/SE approved MS Word Documentformat. There is a 25-line maximum length for both monthly and quarterly awards.
A photograph or unit patch must accompany nominations for the monthly and quarterly awards. Photo-graphs should be sent electronically using .jpeg format with at least 300 dpi resolution. Whenever possible,photographs should be taken in an environment which illustrates the nominee's job. Be sure to coordinatethe photo shoots with the base photo lab. Head and shoulder shots are discouraged and substandardphotos will not be published. A digital graphic file of the unit/wing patch is required for any unit nominations.
NOTE: Please include the date of occurrence (if it's a one-time act), the wing, (in addition to the squad-ron), the type of aircraft (if applicable), and the duty title for each nominee.
Point of contact for the Safety Awards Program is Barbara Taylor, DSN 574-8846, or e-mail at:[email protected].
March 2003 The Combat Edge 21
By Maj Rebecca Co law, Langley AFB, Va.
Don't Be
(-14- L
BiLe[-s' n LE-1, treed" all
untolo get out On the Loads onth L L L
t's one of those things thatjust makes me feel good. I
love to ride horses, so ridinga mechanical one was justthe next natural step. I'vebeen doing so for nearly 20
years. I know you bikers knowwhat I'm talking about. There'sa freedom in feeling the wind onyour face - but as we all know,there's serious injury or death infeeling your nose on the road.
I know there are folks outthere that think we're crazy. Butwhile many don't understandwhy we do what we do - beinga "different breed," doesn't meanwe have to be stupid. And inFY02, many of us were. Takefor example the story of one bikerwho is now a statistic.
Last February, at 12:25 p.m., a21-year-old senior airman decided
to depart his base, on a 600ccHonda, in a rather unorthodox -aka stupid - fashion. He drovevery safely through the concretebarriers while exiting the base andstopped 100 yards later for a traf-fic light at a six-lane median-di-vided roadway intersection.
When the light turned green,the airman gunned his accelera-tor and put the bike into awheelie-on a wet road. Whenthe front tire came down, he lostcontrol and struck a curb. Bikeand rider continued on the grass,through the shrub and tree-cov-ered median. Twenty yards later,he was ejected from his Hondawhen the handlebars struck a 10-inch tree. The airman's chest alsostruck that same tree and his bodycame to rest at the tree's base.The bike traveled for another 40
At Moody AFB,
Ga. , an (24-year
old) airman bought
his first motorcycle
and went riding
with his friends. He
speeded through a
curve , crossed the
centerline, and his
head and chest
struck a tree .
At Offutt AFB,
Neb. , an (21-year
old) airman who
was speeding,
was killed when a
pick-up truck
turned in front of
him causing the
motorcycle to
broadside the
pickup.
yards. The airman was pronounced dead within sight of the main gate , 10 minutes after he 'd left the base. Some bike ride .
Because of rides like this , ACC has changed its motorcycle rules . Now I know what you ' re thinking . It always seems like non-bikers like to make rules for those of us who do ride . However, when we do stupid things , others take control of the handlebars . If we can 't regulate ourselves ... others will.
Now, I know there are thousands of bike riders in ACC and the Air Force who do ride safely. Many of you are probably won-
dering what all the fuss is about. Truth is , when the fatality statistics begin to rise , people pay attention. And , there 's no doubt that FY02 was a bad year . Across the Air Force there was an alarming increase in motorcycle mishaps with 24 fatalities, five permanent disabilities, and 124 injuries. The fatality rate was almost double the deaths from the year before .
In ACC alone there were six deaths , one permanent partial disability, and 56 injuries resulting in 866 lost workdays! What 's so troubling is that many of these riders ended up with their faces in asphalt , or wrapped around immovable ob-
24 The Combat Edge March 2003
jects , due to bad personal decisions or riding their bikes above their own experience . Unfortunately, five of ACC 's fatalities proved that point.
~~ At Dyess AFB, Texas., a 25-year-old communications computer system specialist, who was speeding , failed to negotiate a curve and collided with a utility pole. DEAD Airman - Operator Error.
~:~ At Beale AFB, Calif., a 27-year-old avionics test station and components specialist , going too fast for road conditions, failed to negotiate a curve and flew off a ravine landing in a pile of boulders. DEAD Airman- Operator Error.
~~ At Davis-Monthan AFB, Ariz ., a 28-year-old avionics sensors maintenance specialist, who was speeding , lost control of his motorcycle in a blind curve , struck the curb and flipped his motorcycle off the road and into the desert. DEAD Airman - Operator Error.
~~ At Beale AFB, Calif ., a 22-year-old aerospace physiology specialist , operating a motorcycle on a learner's permit , who was speeding , failed to negotiate a curve and struck a tree . DEAD Airman- Operator Error.
l)'~ At Offutt AFB, Neb. , a 21-year-old avionics guidance and control system specialist , who was speeding , was killed when a pick-up truck traveling in the oncoming lane, turned in front of him causing the motorcycle to broadside the pickup . DEAD Airman - Driver of pick-up truck facing criminal charges.
At Seymour Johnson AFB , N.C., the kid , mentioned earlier in the story, who decided to wheelie himself to his grave was an aircraft electrical and environmental systems specialist. DEAD Airman - Operator Error.
Six people critical to the mission of this command . Six people who were important to their families . Si x needless deaths.
In FY03, it has not gotten any better. As of February 1, 2003, the Air Force has had five motorcycle deaths and of those , ACC has had three. In ACC that fs a 50 percent increase in moto rcycle fatalities over last year.
~i, At Moody AFB, Ga., a 24-year-old supply managment specialist , bought his first motorcycle and went riding with his friends . He speeded through a curve , crossed the centerline , and his head and chest struck a tree. DEAD Airman - Operator Error.
~~ At Nellis AFB, Nev., a 26-year-old communications crypto systems specialist , speeding in a neighborhood without a helmet lost control of his motorcycle , struck a curb , and landed on his head in a driveway. DEAD Airman - Operator Error.
&:"~ At Davis-Monthan , AFB , Ariz ., a 19-year-old aerospace propulsion specialist , while speeding lost control of his motorcycle and hit a telephone poll. DEAD Airman - Operator Error.
Again three needless deaths. Three grieving families .
In non-fatal mishaps , we all know that motorcyclists stand an increased likelihood of sus-
taining a permanent debilitating injury. For example , in FY02 ACC also suffered one permanent partial disability. An Airman First Class at Davis-Monthan AFB , Ariz. , was struck from behind by an automobile . He sustained traumatic injuries to his lower left leg that required amputation . Now, when a motorcycle takes on a tree , poll , or automobile , we all know that the rider will be seriously injured. The likelihood of serious injury increases , particularly when we do not wear required personal protective equipment (PPE) . If you ' re injured and survive in a motorcycle mishap and you ' re not wearing proper PPE, it could mean that the injuries you received were not in the line of duty. The harshness of this determination is that your medical benefits , long-term medical care , and other entitlements will not be coming your way. They'll be denied to you . That 's a very large price to pay for not wearing the required gear.
The PPE requirements for motorcycle riders and their passengers apply on base to all ACC members both civilian and military. Off base the requirements apply to military whether they
are active duty, Guard, or Reserve. They also apply off base to all federal civilian employees performing official business.
Air Force Instruction 91 -207 , paragraph 14, U.S. Air Force Tra ffic Safety Program, and Department of Defense Instruction 6055 .4, paragraph E3 .2.7, Departm ent of Defense Traffic
March 2003 The Combat Edge 25
26
Safety Program, mandate the following PPE for all motorcyclists and passengers:
• Protective motorcycle helmet which meet, as a minimum, Department of Transportation standards and must be properly worn and fastened . (All riders are encouraged to affix reflective material to their helmets.)
• Impact-resistant goggles or a full-face shield on their helmet.
• Brightly colored or contrasting vest or jacket as an outer upper garment during the day and reflective during the night. Outer upper garment will be
clearly visible and not covered.
• Long-sleeved shirts or jackets, full-fingered motor cycle gloves or mittens, and long trousers .
• Sturdy footwear. Sturdy footwear does not include any type of open-toed shoe or sandal. Sturdy footwear will include soled shoes, with the foot totally encased . (Leather boots or over-the-ankle shoes are strongly encouraged .)
Bottom-line is that , whatever the rules , bikers will keep riding. However, each of us can control how we personally ride. It 's always important not to ride above our experience level . It 's
also important for each of us , when we strap on our bikes , to leave the testosterone and estrogen at home . Many times , these hormones create bad decisions and high speeds . Bad decisions and high speed kil l, maim , and injure .
Riding can be and is fun but don 't be stupid . It only takes a second to end your life - and change the lives of those who love you - forever. We can 't change fate nor eliminate all accidents . However, we could have prevented all of the deaths in this story if we had just made the young riders realize that stupid decision s, speeding , and riding above your experience levels kill s. And when you ' re dead , you can 't ride and that's just not fun or acceptable. ~
Motorcycle Fatalities for Fiscal Year 2002-2003
Rank E1-E6 E-7 -Officer
Age 21-26 27 and up
Air Force 21 4
19 6
Failure to maintain control 18 Helmet not worn/properly worn 2 MSF Training not completed 4 Struck by a moving vehicle 7
The Combat Edge March 2003
ACC 9 0
7 2
3 2 4 1
t was a beautiful October Friday at Dyess Air Force Base, Texas. I was planning to go see my parents in Alabama and pick up my son who was visiting them . I was not look
ing forward to the 12-hour drive because it's a pretty boring one, but I had traveled it many times before. I got off work a little early to pack and get some rest. It was around 4:00p.m. when I finally got all my bags in the back of my Ford Explorer. Instead of resting though , I decided to go out and see some friends.
Even though I didn't get back home until around 10:00 p.m. , I reasoned that if I went ahead and left, I'd miss all the traffic in Ft. Worth and Dallas. I got on the road about 11 :00 p.m . that night and made good time through the twin cities. When I reached Garland, Texas, I discovered that 1-20 was under construction . The section that was normally 4 lanes was now 2 lanes. I was driving at about 85 miles per hour on the inside lane when along came an 18-wheeler truck- yes, I was driving above the posted limit, but was about to learn a lesson about that the hard way. The 18-
wheeler was slowly starting to pass on my right when the road began to curve left. During the turn, I noticed that the trucker's trailer started to come into my lane, so I moved closer to the barrier walls on my left. I got so close that I thought for sure my side mirror was going to hit the wall . My breathing got faster as I looked at his trailer, then the wall , and back at the trailer again . Then it happened.
I felt a thud , heard my back window explode into pieces , and watched as I collided with the barrier wall. From that point on , my Explorer became like the ball in a pinball machine that goes back and forth between the two bumper pads really fast - except there was no padding' I bounced from the concrete wall to the truck's trailer and back again - over and over and over. My steering wheel jerked from my grip ; I was unable to grasp it again. I slammed on my brakes, but it was useless. Every time I hit the trailer, it dragged me along with it. Pieces of my Explorer were going everywhere and hitting cars behind us. One piece even went through the front windshield of another car.
The truck driver finally noticed what was happening and started to slow down. This enabled me to grasp the steering wheel. I turned it directly into the barriers to stop my vehicle. The barriers finally did what they are designed to do. They kept my Explorer riding the wall so it didn't veer off into other traffic. In the process, my tires blew, my rims shredded, and my fenders shed their metal. Sparks were flying everywhere like the 4th of July. After what seemed like an eternity, I finally came to a stop. Headlights were still coming up very fast behind me, so I bailed out of my
Explorer as fast as I could to avoid being struck from behind.
When the Garland police measured the distance from where I first slammed on my brakes to the final stopping point of my vehicle , it was an astonishing 150 yards! This did not include the initial impact point. My Explorer ended up with a bent frame , two shredded tires and rims , melted brakes , and lots of broken glass and missing parts. I impacted some of the barrier walls with such great force that they broke into pieces and had to be replaced . The 18-wheeler fared better, but still had numerous dents and punctures along its trailer's side.
If I had been driving the speed limit, I would have had more time to react to the predicament I found myself in that night. It is still amazing to me that I walked away with minor bruises and a strained neck and back. That was only possible because I was wearing my seat belt. Don't wait until you are in a similar situation to decide whether or not seat belts work. They definitely do. Increase your odds of walking away: drive the speed limit and buckle up! ~
March 2003 The Combat Edge 27
28
s a ground safety manager, I've been alarmed at an increase in Air Force Driving While Intoxicated (DWI ) incidents. Why are DWis on the rise in the Air Force? Well as everyone
should know, there is no one single answer to this question. However, the information and consequences are no secret to anyone. This issue has been in the front lines for years and laws have been in place and publicized across the board. However, recently, a small piece of the pie that might answer th is question has come to my attention . The major incriminating fact that sticks out among most convicted DWI offenders is the Blood Alcohol Test (BAT). And despite what you might think, it does not take much to get a legally intoxicated BAT.
A BAT level of .08 to .12 is all it takes. It's the number one reason a person gets convicted. What does this mean to the average Air Force member? If you drink between one to four beers, you can blow a BAT that can result in a conviction .
A person who thinks they are O.K. to drive is usually what's called a casual or social drinker. This concept describes many of us. You know the one who has a couple of drinks with
By Tim Edwards, Seymour Johnson AFB, N.C.
But I only had a
dinner or after work. After a few, you don 't necessarily feel drunk, but legally many of you are impaired enough
to be convicted for drunk driving. If you 've had a. few beers and you're thinking "I can drive home," remember it's a drunk person talking.
This false sense of security after drinking "only a couple" is ruining careers . Not long ago, a fellow coworker of mine went out for a night on the town. He had lined up a designated driver for the night and things were going good. When it came time to leave, however, the car they were driving had a flat tire in the parking lot. During the process of changing the tire, a local police officer came up to offer assistance. My coworker was, by this time, feeling like he could drive because he had only had "a couple" during the evening.
Out of curiosity he asked the officer if he could blow in the alcohol tester just to see what his BAT was. The officer was more than happy to accommodate and pulled the meter out of the trunk. After going through the proper instruction my friend blew into the meter and it read out .14-legally drunk!
The BAT took him by total surprise . He thought he was fine based on his actions and past habits. You see it only takes "a couple" to get you into that little known buffer zone of trouble. A BAT of .08 is not much to work with and it's not worth a career to chance it.
So the next time you have "a couple," think about my coworker. Develop a safety plan to get where you are going and stick to it. Your career, fami ly life, and your life, are all riding on your decision. By not drinking and driving - even when you've only had "a couple," you will help make the roads safer and cut the DWI rate-and in the end, go home and not to jail. .,
States With High DUI Fatality Rates The state with the highest alcohol-related fatalities rate per
100 million vehicle miles of travel is South Carolina. In 2001 , other states with high alcohol related fatalities were: Arizona, Colorado, Florida, District of Columbia, Louisiana, Mississippi , Montana, New Mexico, Tennessee, Texas, and Wyoming.
States with the lowest alcohol related fatalities rate per 1 00 mill ion vehicle mi les of travel are : California, Indiana, New York, New Jersey, Maine, Massachusetts, Minnesota, Utah, Vermont, and Virginia.
The Combat Edge March 2003
W~ERE IN HECK 15 T~EY GOING IN GUCU D. RU0~?
March 2003 The Combat Edge 29
I Cost in Se I $32 I 5103 I S29 .1 $20 I 319 I 521 I I I568 $21 . S20 J 811 I
The ACC Lost Squadron Injuries to Date Deaths to Date
140 13FY03 current as of February 1, 2003
Air Force Statistics
Ground Class A Mishaps and Costs125 On- and Off -Duty
10 Year Totals711 Fatalities$346 Mil lion
Fatalities_I Oft-Duty
I On-Duty
$ $ $ $ $ 1 2 2 $ $. r'int
How The 13 Died
3
MotorcycleAutomobileFlight
The eight Class A mishaps in the first quarter of FY03 are a 25-percent increase compared to the first quarter of FY02.
October 12, 2002: A 20-year-old A1C and a 21-year -old passenger were killed when the A1C, under theinfluence of alcohol, lost control of his 2000 Pontiac GrandPrix while traveling at a high rate of speed. The vehicleskidded and collided with the interstate guard rail. The pas-senger died at the scene from multiple injuries and theoperator died 2 days later, also from multiple injuries. Al-cohol level .16.
October 14, 2002: A 24-year-old SrA wasriding his 2002 Suzuki Katana 600cc motorcycle alongwith three other riders. The SrA was in the numberthree position as they entered a left-hand curve inexcess of the speed limit. He lost control, and de-parted the road onto the grass shoulder. He traveledthrough a ditch, struck a culvert, and became airborne.He collided with a tree impacting his chest and head.He was transported to a nearby hospital where he dieda short time later. He had not completed the manda-tory Motorcycle Safety Foundation (MSF) trainingcourse.
December 4, 2002: Two A-10s from the 57 WG col-lided during a training mission. Both jets were lost and onepilot was killed.
December 18, 2002: A 26-year-old SrA was oper-ating his motorcycle at a high rate of speed in a residentialarea when he lost control of the motorcycle and struck a curb.He was ejected and sustained fatal head trauma from theimpact with the ground. The SrA had a history of "poppingwheelies" and exceeding the speed limits. Coworkers wereaware of his high-risk behavior but failed to act or expressconcerns to supervisors. The member was not wearing ahelmet at the time of the mishap. MSF not completed.
December 28, 2002: A 19-year-old A1C was op-erating his 2000 Kawasaki Ninja while on leave, attending hisfather's funeral, in Yorba Linda CA. He collided with a utilitypole and suffered fatal head trauma from the impact. Themember died at the scene of the mishap. He was wearing ahelmet at the time of the mishap and had completed the MSFcourse.
Don't become a member of the "Lost Squadron"
30 The Combat Edge March 2003
Mishap Statistics Scoreboard
FY03 Aircraft
Fatal
As of January 31, 2003
Aircraft Destroyed
8AF "+"9AF
12 AF I 4.44AWFC
1 --7,Jib -47,++ANG (ACC-gained)
AFRC (ACC-gained) 1 46
FY03 Ground As of
Class A
January 31, 2003
Fatal Class B
8AF
9AF
1 1 1
// 3 1
12 AF
DRU's
11111 4 0
/ 2 0
FY03 Weapons
8AF
9AF
12 AF
AWFC
Class A
0
0
0
0
As of January 31, 2003
Class B
0
0
0
0
Legend
Aircraft Notes
Congratulations to all the aviators out there! Wemade it through January with no operator causedClass As. The first month this year. We did, how-ever, have 2 flight Class As, 1 rate producer and 1non-rate producer. On Jan. 1st we lost a Predatorand on Jan. 26 we lost a U-2. This is a real turnaround compared to the first 3 months of FY03.As long as we have single engine aircraft, we willhave Class As resulting from engine failure. Notmuch the pilots can do about that, but we can con-tinue to prevent mishaps caused by operator er-ror. As a result of world events, we are going tocontinue to get busier and stretch our resourcesto the max. Now more than ever, we need to keepfocused on the basics and keep our wingmen alive.We can't fight wars if we crash all our jets in train-ing.
Ground Notes
As of January 31, 2003, there have been 10Class A mishaps resulting in 10 deaths and onepermanent total disability. All have involved motorvehicles, 7 PMV4 and 3 PMV2. Several mishapsare still under investigation; however, three mis-haps did involve alcohol use. In two of the threemotorcycle mishaps, the individual was not trainedand PPE was not used in one motorcycle mishap.
Weapons Notes
Due to the vigilance of dedicated Weapons SafetyManagers and proactive supervisors, we completedthe first quarter of FY03 without any Class A, B, or Cmishaps. Continued monitoring of maintenance andhandling operations will help to prevent mishaps.High OPS TEMPO will continue to test the skills ofsupervisors and safety professionals. Stay Vigilant!
Class :\ - Permanent "Iota! Disability: Property Damage SI.000,000 or moreClass 13 - Permanent Partial Disability; Property Damage between 5200.000 and $1.010,000Class C - Lost Workday; Property Damage between S20,000 and $200,000
Non-rate Producing
Symbols for Mishap Aircraft
March 2003 The Combat Edge 31
